Automatic car-brake



(No Model.) 4 Sheets-Sheet 1.

F. FAARNOLD.

AUTOMATIC GAR BRAKE. No. 301,200. Patented July 1, 1884.

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(No Model.) 4 Sheets-Sheet 2.

F. P. ARNOLD.

, AUTOMATIC GAR BRAKE. N0. 801,200. PatentedJuly '1, 1.884..

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4 Sheets-Sheet 3. P. P. ARNOLD. AUTOMATIC UARBRAKB.

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(No Model.)

P. P. ARNOLD. AUTOMATIC GAR BRAKE NOQ'BOLZOO.

Patented July 1,1884.

Warren Snares Parent @rricis.

FRED F. ARNOLD, OF CHICAGO, ILLINOIS.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 301,200, dated July l,1884:.

Application filed February 23, 1883.

To aZZ whom it may concern/.-

Be it known that I, FRED F. ARNOLD, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Automatic Gar-Brakes, ofwhich the following is a specification.

My invention relates to automatic earbrakes, or brakes that workautomatically in unison with the motion of the locomotive; and theobject of my invention is toconstruct a brake that will at once actautomatically with a positive and direct action when the speed of thelocomotive shall be checked by the engineer, and shall continue to actuntil the train has come to a standstill, or until the engine shall bemade to make a new forward motion; and, further, a brake that as soon asthe train shall have stopped will allow the train to be again set inmotion in either direction, backward or forward, the brake beingautomatically released by said backward or forward motion of thelocomotive or train. I attain the objects by the mechanism illustratedin the cars, and also the manner in which the brake is applied to thecar-wheel. Fig. II isa plan of a part of the mechanism used by me inconstructing my invention. Fig. III is a section on line 3 3 of Fig. II.Fig. IV represents, on a larger scale, the arms or levers whereby theautomatic releasing of the brake is secured when the motion of the trainis reversed.

Like letters refer to like parts throughout the several views.

The frame-work of the car supportsor maintains the brake-beams A Athrough the medium of springs B B or other equivalent device and rods orchains 2) b. The purpose of springs 13 B is to allow brake-beams A A,carrying brakes a a, to have a slight upward motion or to rotate withthe car-wheels D D when its motion or rotation is reversedfrom themotion which wheels D D had at the time the brakes were automaticallyapplied, and is a well-known method of attaining this result.

Han ers E E or their euivalent serve as a (No model.)

fulcrum, at point e e, for levers F F when the motion of the car is soreversed. Arms or bars G G connect levers F F to levers I I. Through thecenter of the car is placed drawbar H, held in proper position bysprings hh. Suspended 'from draw-bar H, by means of journal or bearing tif, are levers I I. I and lever I,with all the connections made thereto,are identical in their character and purpose, one being intended tooperate while the car is in motion in one direction, and the other whilethe car is in motion in the reverse direction. For this reason I shalldescribe only lever I and its connections and the man ner of operationof the same. Lever I is connected with lever, arm, or bar G at point 51.Arm or bar G is connected at point f with lever F. Point 9 is also afulcrum around which lever I partially turns when the brake isautomatically set by the momentum of the car or car and load actingthrough the medium of draw-bar H. Lever I is connected at 76 with brakebeam A by red or chain K. Lever F is connectcd at point Z with brakebeamA. Point or journal Z also acts as a fulcrum around which lever F turnswhen the brake is automatically released by the reversing of thedirection in which the train or car was moving at the time the brakeswere set.

Figs. V and VI show a different and wellknown way in which the brakes orbrake-' beams may be attached to the car attaining the same result, andI consider it the mechanical equivalent of the method above described.An inspection of the drawings will surficiently indicate its method ofoperation.

In order to explain the action of my improved automatio car-brake, Iassume the train to be moving in the direction of the arrow in Fig. I.By the action of springs 71 h the draw-bar H is in the center of thecar. The car-wheels revolve in the direction of the arrow, as shown inFig. I. The motion or speed of the locomotive is slackened, and themomentum'of the car carries the car-body X, with its lead, and thedraw-bar II forward against the draw-head of the locomotive or tender.Draw-bar I'I strikes against or runs into the said draw-head and thespeed of drawbar His checked. Thetrucks, body of the car,

Lever and load, if any there be on the car, are still carried forward bytheir momentum, spring It not being of sufficient power to prevent thesame, this being the ordinary manner in 5 which the momentum of thetrain is utilized,

through a sliding draw-bar, in order to automatically set a brake. Bythis forward move- -ment of the car or the backward movement of thedraw-bar II, as I shall consider it, in the body of the'car, lever I iscarried backward at points i, turning or rotating on point k. Lever G iscarried backward by lever I, lever G carrying backward, by means of theconnection at point f, lever F. Lever F, while I being thus carriedbackward, has a tendency to revolve, in a direction contrary to themovement of the hands of'a clock', around pin Z. This tendency torevolve in this direction is A caused by the relative positions ofpoints f, g, and Z, and by the action of brake a, pressing againstcar-wheel D, rotating as shown in Fig.

I, the brakes are prevented from accidentally unlocking. This rotatingor tendency to rotate in lever F is checked by the top of upper side ofsaid lever F coming in contact with the bottom or lower side of thelever G. Lever F in its backward motion carries with it brake-beam A,and sets brake a against carwheel D. As brake-beamA becomes thus setagainst car-wheel D, as just described, the

backward motion of lever F and bar G is arrested and the furtherbackward movement of draw-bar H causes lever I to rotate around point orjournal 9, giving to point It on said lever I a forward motion, thuscarrying forward bar or chain K and setting brake a against wheel D ofthe car through the medium of brake-beam A. Both brakes are now set onthe car, and will continue thus set, ar-

40 resting the forward motion of the car until the pressure from thedraw-bar H is removed. The train willthus come to a stand still. If thelocomotive is again started forward, the draw- 7 bar is again pulledforward, and the pressure on the brakes thus released, when the car isat liberty to proceed forward. If the motion of the locomotive isreversed, the brake a still set fast to car-wheel D, is carried upwardor rotates with car-wheel D. In this rotation or upward 5o movement(shown by the dotted arrow on carwheel D) it carries brake-beam Aupward. As the brake-beam A is carried upward, lever F is also carriedupward at point Z; but as fulcrum E prevents that part of lever Fincontact with it from being carried upward, a rotary motion is impartedto said lever F around point or journal Z and fulcrum E. This rotationof lever F is continued until point f is carried above a line passingthrough points Z and g. The instant this position is reached thebackward strain on lever G causes lever F to further revolve suddenly,and this further revolution releases the brakes from the car-wheels, andthe car may proceed without resistance from the brakes. When the motionof the car is in an opposite direction from that just described, lever Iand its connections perform the same functions as here described withlever I.

Having thus described my invention and its manner of operation, what Iclaim, and desire to secure by Letters Patent, is-

1. In an automatic car-brake, a compound lever, to one end of whichcompound arm or lever is attached a brake-beam, and to the other end ofsaid compound arm or lever strain or tensionmay be applied, the compoundarm or lever being composed of two simple arms or levers, the oneattached to the other and forming a continuous compound arm or lever towhich a direct strain or tension may be applied, while a rotary movementin the other end of either of said simple arms or levers around saidpoint of attachment shall unlock said compound arm or lever and lengthenthe same, the whole arranged, operated, and controlled substantially asdescribed, and for the purpose specified.

2. In an automatic 'car-brake,- a draw-bar extending the whole length ofthe car and projecting at the ends, and held-in proper position in thecar by springs, in combination with operating lever 'or levers suspendedfrom said draw-bar, said suspended lever or levers be- .ing connected toa brake beam or beams by means of the compoundarm or lever described andshown, or its equivalent, the whole arranged, operated, and controlledsubstantially as described, and for the purpose specified.

3. In an automatic car-brake, the combination of a draw-bar havinglevers suspended therefrom, one of said suspended levers being connectedto a brake-beam bymeans of the compound arm or lever described andshown, or its equivalent, the other of said suspended levers beingconnected to a second brake-beam by means of a like compound arm orlever, each of said suspended levers being connected to the otherbrake-beam of the car,the whole arranged, operated, and controlledsubstantially as described, and for the purpose specified.

4. In an automatic car-brake, the combination of a draw-bar havinglevers suspended therefrom with the brake-beams of the car, each of saidsuspended levers being connected to a' brake-beam by means of thecompound arm or lever described and shown, so that an upward motion insaid brake-beam will cause a rotary movement in one of the two arms ofI20

